Car-cpupling



(No Model.)

0. BROWNING.

GAB. COUPLING.

No. 273,664. Patented Mar.6, 1883.

. PETERS. mnmmno m hqr, wnmn m. D. c.

UNITED STATES ATENT CLINTON BROWNING, OF SHOUSETOWN, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO JAMES H. LINDSAY, TRUSTEE, ()F ALLEGHENY CITY,

PENNSYLVANIA CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 273,664, dated March 6, 1883.

Application filed July 17, 1882. (No model.)

To all whom it ma y concern Be it known that I, CLINTON BROWNING, of Shousetown, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Oar-Couphugs; and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to what are termed self or automatic couplings for railroadcars, and refers especially to the automatic coupling setforth in Letters Patent No.254,107, granted to me February 28,1882. in that patent is shown a coupling formed of a bifurcated or double-jawed draw-head, having pivoted at the end of one jaw an arm or lever provided with a flat interlocking shoulder and held out by spring mechanism, whereby when a coupling was made the jaw of each draw-head carryingtheshoulderedleverwouldenter between thejaws of the other draw-head, and the lateral shoulders of the pivoted levers interlock, thus forming the coupling. In that patent the interlocking lever was provided with two arms, extending one above and one below the drawhead,and connected to the apparatus for withdrawing the lever, and it was held in its forward or locking position by a spiral spring held between the arms and a bracket on the car-frame; and one of the objects of myinven- 0 tion is to inclose the operating extension or arm of the interlocking lever and the spring for holding it in its locking position in the draw-head, and thus protect them from injury. In that patent, at the end of the jaw in which the interlocking lever was pivoted was shown a space for the reception of an ordinary coupling-link, the link being held by the pivotingpin of the lever; but no means was provided for preventing the entire withdrawal of this pin, so that the coupling was liable to be disarranged when a coupling was made with the ordinary link; and another object of my invention is to overcome this difficulty and otherwise improve the pivotal connection of the interlocking lever.

My invention also has for its object the improvement in the construction of the said coupling in other particulars, as well as to otherwise improve the coupling-connections.

To this end it consists, first, in combining with the double-jawed draw-head a shouldered interlocking lever pivoted at the forward end of onejaw, and having the operating-arm extending back within the body of the draw-head, and having the spring mechanism for throwing out the locking lever pressing against this arm and the operating mechanism for retracting it connected to the end thereof; second,

in combining with the shouldered lever having the operating-arm within the body of the draw-head a spring confined between the arm and the body of the draw-head and adapted to hold the lever in its locking position; third,

in forming within thejaw of the draw-head a recess to permit the lever to swing back, and combining therewith the lever having the operating-arm within the body of the draw-head, and flanges extending over the recess in the draw-head to prevent the entrance of the dirt therein; fourth, in the manner of constructing the jaw of the draw-head within which the shoulder-lever is pivoted for the reception of an ordinary coupling-link; fifth, in means for preventing the entire withdrawal of the pivotal pin when an ordinary coupling-link is sccured to the draw-head thereby; sixth, in certain improvements in the construction of the draw-head to obtain lightness and strength; seventh, in an indicating-lever for operating the coupling from the side or top of the car and indicating whether the coupling is coupled or ready to couple without an examination of the coupling; and, finally, in other details of construction hereinafter specifically set forth.

To enable others skilled in the art to make 8 and use my invention,[will describe the same more fully, referring for that purpose to the accompanying drawings, in which-+- Figure 1 is an end view of a freight-car illustrating my invention. Fig. 2 is a top view 0 of two couplings with the locking levers drawn back. Fig. 3 is a longitudinal horizontal section of two couplings connected. Fig. 4 is a longitudinal horizontalsection of a draw-head, the locking device beingremoved. Fig. 5 is a longitudinal vertical section of one coupling looking toward the locking lever. Fig.6 is a like view of the draw-head, the locking lever beingremoved. Fig.7isatop view ofthe lockinglever. Fig.8 is aback view ofthe locking 10o lever. Fig. 9 is a cross-section on the linear as, Fig. t. Fig. 10 is an enlarged side view, and Fig. 11 a likecross-section, ofthe pivoting-pin and Fig. 12 is an enlarged view from below on the line y 3 Fig. 6, illustrating the spring for retaining the pivoting-pin.

Like letters of reference indicate like parts in each.

In the drawings referred to, A represents an ordinary freight-car, in which my improved coupling is supported by means of the ordinary draw-bar a, spiral spring, and bracket.

The draw-head B has the two jaws b b, for the reception of one jaw of the opposite coupling,the jaw I) of the head having the shouldered interlocking lever G, referred to hereinafter, pivoted at the forward end thereof, and the forward end of the clasping-jaw I) being curved outwardly to act as aguide for the entering jaw of the opposite coupling. The recess b corresponds in shape to that of the pivotal jaw]; and lever (J when in position for coupling, so as to receive the corresponding jaw and lever of the opposite draw-head when a coupling is made. The recess b is recessed or cut away opposite the shoulder c of the lever 0 of the incoming coupling, as at b, so as to give free space for the reception of the lever'and allow the shouldered lever to enter the draw-head, even when the draw-heads are at different height. This is clearly shown in Figs. 2 and 3, the levers entering the space so formed when looked, as in Fig. 3, and a diamond-shaped space being formed by these recesses and the faces of the levers 0 when drawn back, as in Fig. 2.

In order to obtain lightness and strength in the draw-head, and avoid such thickness of metal as will render it liable to blow-holes, and enable me to form the recess for the operatingarm 0 of the shouldered lever 0 without seriously weakening it, it is provided with the horizontal strengthening-ribs d d, which extend from the extension B of the draw-head on the outer side'of the jaws b b, the ribs d extending to the end-of the clasping-jaw b and following the curve thereof, and the ribs d extending forward to the part within which the lockinglever is pivoted. These horizontal ribs support the vertical walls d forming the interior face of the coupling around the recess b and by this construction the body of the coupling is formed of plates which are so thin as to preventtheformation of blow-holesin the casting, and also give the greater strength obtained in the outer more tenacious layers of the metal casting, without the increase of weight or bulk, and obtain a draw-head easily annealed and so strengthened by the outer ribs as to sustain all ordinary jars or blows. For

' these same reasons the extension 13 within the bracketis formed of these same thin plates,

. as shown.

The locking lever'G is pivoted at the for-' below the jaw, and the inner leaf or leaves, 0 fitting between the leaves e of the jaw, so that the lever O is securely supported within the jaw by the pivotal pin f, and the pin is also supported against the drawing strain'of the ordinary coupling-link, when employed, as hereinafter described. In order to secure this coupling-link in the drawing-head in coupling with the common draw-head, a recess, e, is formed in thejaw b and lever 0, between the pivoting-leaves 0 and the linkis passed within this recess and held by the pin f, as described in my former patent. As, however, in the construction shown therein the pivotal joint' of the lever and jaw was liable to be injured by the bumping of thejaw or a sudden drawing strain on the link, the jaw is provided with a nose, 0 extendingbeyond the joint, and having the curved flange or flanges e in front of the inner leafor leaves, 0?, of the lever, to protect them from such blows and support them from sudden drawing strain or bending strain of the link when in the recess 0, and by this construction the pinf is also so braced as to overcome any liability of its bending under drawing jar or strain. The pivotal pinf is provided at its base with'the annular groove f, the body of the pin tapering from above to this groove, and an annular shoulder being formed below it, andv within theupper pivoting-leaf, e, of the jaw is a spring,f (shown in the enlarged view, Fig. 12,) which presses against the pin, and as soon as the annular groove f is drawn opposite it enters thegroove, and, holding against the shoulder be? low, it prevents the withdrawal of the pin, and thus prevents the disarrangement of the automatic coupling. Extending .down from the recessf is the slotf, which is closed by the pinf driven into a hole extending through the pivotal pin, and when it is desired to remove thepinf this pin j' is driven farther into the body of the pinf and the lip of the spring 7 enters within the slotf -thus permitting the withdrawal of the pin. Instead of this springf and annular recessf,the slotf may extend part way up the pin, and alug in the pivoting-leaf 6' enter the slot, the slot being closed at the base by the pin f but the spring and annular recess are preferred, as the long slot may be injured by the link.

The shoulder c on the locking lever G extends vertically across the coupling, and has a flat inner face, 0, adapted to engage with the like face of the opposite lever, and the operating-arm 0 extends back in the body ofthe draw-.

head in a slot, 9, formed between the ribs (1 d, the rear end of this slot forming a shoulder, g, by which the forward movement of this arm is checked, thus limiting the forward throw of the locking lever and giving a further support to this lever, so that while the pressure or strain against the shoulders of the lever is in a dia gonal line to the draft, and from one pivotal point to the other, as described in my former patent, as the arm 0 presses against the shoulder g! the IIO heavy strain is taken off the pivotaljoint and thrown back into the body of the draw-head.

In thejaw I), back of the pivoting-joint, and extending forward from the slot 9, is the inclined face It, and secured to the back of the arm 0, at the end thereof, is the flat spring I, which extends forward, so that its free end presses against this inclined face 7c, being con-- fined between the face it and arm 0, and thus throws the arm cforward against the shoulder g and holds the locking lever in its locking position, but is compressed between this face It and the artn 0 when the lever is withdrawn. The spring to cause the interlocking ot' the levers U is thus held within the draw-head, and the separate bracket for this purpose shown in my former patent is dispensed with. In order to permit the locking lever U to be drawn back sufficiently to uncouple, thejaw b is recessed back of the pivoting-leaves e for the reception of the shoulder c of the lever, as shown at m, and to prevent the entrance of dirt within this recess when the lever (l is thrown forward, and the consequent clogging of the parts, the upper and lower pivotingleaves, 0", of the lever are provided with the flanges 11-, thus covering the recesses at all times.

The locking lever G is withdrawn by means of a lever secured to the car platform or body, and connected to a hook or loop, 19, at the end of the operating-arm c by means of a rod or chain. NVhen the automatic coupling is employed on freight-cars I employ what I term an indicating-lever, whereby the brakeman can discover whether the coupling is made or the draw-heads are ready to couple without passing along the train and examining every coupling. This lever B is cruciform in shape and is pivoted to the body of the car at N,

where the arms cross. It has the arm 7' extending from the pivot 1- down to the coupling, and is connected to the loop 1) of the operatingarm c by a rod or chain, p, the arm 0" extending upward a short distance above the car-top to operate the coupling from the top of the car, and the arms 8 8 extending one on either side of the carbody, to operate it from the side of the car. The arms 8 8 do not extend farther out than the overhanging roof of the car, so that they are not liable to come in contact with an object while passing, and so break or injure it.

On the body of the car is the stop t, under which the arm sot the cruciform lever catches when it is desired to hold the lockinglever back in uncoupling the cars, or for other reason. \Vhen the lever is released trom this stop It the spring l within the draw-head draws the cruciform lever back to its normal position.

It will be seen by examining Fig. 1 that as the lever is swung on its pivot 1' the ends of the arms 1' s s, which extend beyond the carbody, are moved in a short segment of a circle, and their positions are thus changed, as

shown in dotted lines, the arm 8 being at its lowest position and the arm 8 at its highest position when the lever is held by the stop If and the locking lever O is drawn back, and the arm 8 being at its highest position and the arm 8 at its lowest position when the lockinglever is coupled or ready to couple, so that the brakeman, by looking at the ends of the levers extending beyond the cars, can discover whetherthecars are uncoupled orcoupled,orwhether, when they are separated, the cars are ready to couple. Instead of the arms 8 8 extending beyond the sides of the car, they may be bent downward, so that when in their lowest positions they extend beyond the bottom of the car-body, and thus indicate the condition of the coupling. The arm 1" above the car also indicates in the same manner the condition of the coupling, as it extends beyond the carbody at about the center of the car when held by the stop, and at one side of the car when free and coupled or ready to couple, so that the brakeman can also discover the condition of the couplings by looking along the top of the cars. The arm 1" of the lever is provided with a cross bar, T to enable the brakeman to give the lever a slight turn, and thus throw it out of connection with the stop. When the automatic coupling is employed with flat cars this arm 1" will of course be dispensed with. The ends of the levers'a" s .9 may be painted a bright color, so as to be easily distinguished from a distance.

The operation of my improved car-coupling is as follows: When a couplingis to be made the indicating-levers R should be released from their stops it, thus allowing the springs l within the draw-heads to throw theinterlocking levers 0 forward into locking position, and this is indicated to the brakeman by the position of the arms of the levers 1t, the levers 8 being in their highest position and the levers s in their lowest position when looking along the side of the cars, and the levers 1" being one toward one side and one toward the other when looking along the top of the cars. One car is then backed against the other and the coupling connects automatically, thejaw b of each drawhead entering within the jaws of the opposite draw-head and the inclined faces of the looking levers O pressing each other back until they pass, when the levers are thrown out by the springs l within the heads and the shoulders c of the levers interlock, thus forming the coupling. When the lever O is pressed back the flat springs l, secured at the ends of the operating-arm 0, travel up the face It in the draw-head, and are confined between this inclined face and the back of the operating-arm, and as soon as the pressure is removed from the faces of thelever by pressing against thisinclined face it throws out the lever into locking position, themechanism for projectingthelever being thus located entirely within the drawhead. When the lever O is pressed back it enters the recess m in thejaw b, and thus can swing back sufliciently to permit the passage of the lever O in the opposite draw-head,and this recess m is protected from the entrance of dirt or other substances by the flanges non thelocking lever. Theinclinedfacesoftheshoulder 0 ofthe incoming lever O fits into the recessed face b formed for its reception, so that it is thrown by its spring beyond the shoulder of the opposite lever, and that space is formed for its reception, even when the draw-heads are at different heights, When draft comes on the coupling the drawing strain is from the pivotal joint in one jaw to that in the other, and is therefore diagonal of the line of draft. As, however, the operating-arm 0, extending back within the draw-head, presses against the shoulder g, the tendency of the strain on the shoulder c of the lever is to swing the lever on the pivot-pin and draw the arm 0 against the shoulder g, and it thus gives a more direct strain on the draw-head, and to a great degree relieves the strain on the pivotal joint and throws it back into the body of the draw-.

head.

When it is desired to uncouple the cars the hrakeman, either from the sides'or top of the car, by means of the lever B, draws back one of the interlocking levers O, as shown in Fig. 2, and secures the lever by its stop it; and when the eggs are drawn apart the face of the lever U which has beenwithdrawn acts as an inclined surface to push back the lever O in the opposite draw-head and permit its withdrawal. This can be done while the cars are in motion or when they are stopped, andthe interlocking lever can be held back, as above described, so that the cars can be uncoupled and the drawhea'ds remain within each other, it not being necessary for the brakeinan to wait until the cars are drawn apart. When the lockinglever is held back, as above described, the cars can be brought together without coupling, this being often of importance in backing onto switches. The condition of the couplings between the various cars of the train is indicatedto the brakeman from the sides or top of the cars by the positions of the arms of the indicating-lever, and no time is required for the. examination of each coupling.

When the draw-head is to be coupled by a link to a common draw-head the pivoting-pin f is drawn up until past the recess 0, the spring f entering within the annular groovef at the base of the pin and preventing its entire withdrawal, andthe link is held within the recess 0 by the pivoting-pin. The nose 6 at the end of the arm b receives all the blows in making a coupling or backing the train, and the curved flanges .9 protect the leaves 0 of the locking lever from such blowsor any bending strain of a link in the recess 6 of the arm.

What I claim as my invention, and desire to secure by Letters Patent, is-

l. Theimproved draw-head herein described, having the jaws b b, the horizontal strengthening-ribs d d, and the inner wall, formed ofthe plate al supported by said ribs, substantially as and for the purposes set forth.

Ll. In combination with a double-jawed drawhead, a shouldered interlocking leverpivoted at the end of one jaw, and having an operating-arm extending back within the body of the draw-head, spring mechanism pressing against said arm for holding the lever in its locking position, and apparatus for withdrawin g the lever, attached to the end of said arm, substantially as set forth.

3. In combination with a double-jawed drawhead, a shouldered interlocking lever pivoted at the end of one jaw, and having an operating-arm extending back within the body of the draw-head, a spring confined within between said arm and the body of the draw-head, and apparatus for withdrawing the lever, connected to the end of said arm, substantially as set forth.

4:. In combination with the double-jawed draw-head having the slot 9 and shoulder g at the end thereof, the shouldered interlocking lever O, pivoted at the end of the jaw b, and having the operating-arm 0, fitting within said slot and against said shoulder,substantially as and for the purposes set forth.

5. In combination with the double -jawed draw-head-having the slot g and face k, the shouldered interlocking lever 0, having the operating-arm 0,.fitting within said slot, and the flat spring I, secured to said arm and adapted to press against said face is, substantially as and for the purposes set forth.

6. In a double-jawed draw-head, the jaw b, having nose e pivoting-leaves 0', and curved flange or flanges e for protecting the pivoting leaf or leaves 0 of the interlocking lever, substantially as set forth.

7. In combination with the double-jawed draw-head having the nose e pivoting-leaves e, recess 6, and curved flanges 0 the interlocking lever 0, having the pivoting-leaves c fitting between the leaves e, back of the curved flanges c and on either side of the recess 2, and the pivoting-pinf, substantially as and for the purposes set forth.

8. In a car-coupling, the combination,with a. double-jawed draw-head having a recess for the reception of a coupling-link in the pivoting-jaw thereof, an interlocking lever pivoted in said jaw, a pin for pivoting said lever and securing said link, and means, substantially as described, for preventing the entire withdrawal of the pin, as and for the purposes set forth.

9. In combination with the jaw b of the double-jawed draw-head, the pin f, having the annular groove f and slotsf", closed by a pin, and the spring] within thejaw, substantially as and for the purpose set forth.

10. In combination with the double-jawed draw-head having the recess min the pivotingjaw 12, the interlocking lever 0, having the operating-arm 0, extending within the draw-head, and the leaves 0 having the flanges n, extending over said recess, substantially as and for the purposes set forth.

11. In twin couplings, the combination of the pivoted interlocking levers 0, having the shoulders c, with the double-jawed draw-heads B, where the pivoting-jaws b of said drawheads are recessed or cut away, as at for the reception of the face of the shoulder c of the lever in the opposite draw-head, substantially as and for the purposes set forth.

12. In combination with a car-coupling, the cruciform indicating-lever R, pivoted on the end of the car, and having the arm 0", connected to the coupling, and the arms W8 3, extending beyond the top and sides of the car, substantially as and for the purposes set forth.

13. In combination with a car-coupling, the stop t and the cruciform indicating-lever R,

having the arms a" 1" s s, where the arm 7, above the car, has the cross-bar r substantially as and for the purposes set forth. x5

14. In combination with the double-jawed draw-head, the interlocking lever 0, spring I for projecting said lever, and cruciform indieating-lever R, pivoted on the end of the car, substantially as and for the purposes set forth. 2o

CLINTON BROWNING.

Witnesses:

WILL G. LEE,

H. O. FIsH. 

